Control of apparatus governing the passage of cars along railways.



PATENTED OUT; '24, 1005.

A N0..P,02,6.76.

W. A. BARTLBY. 0F APPARATUS GOVERNING THE PASSAGE OF CARS ALONG UONTRGLRAILWAYS.

APPLICATION FILED T12R24, 1905.

3 SHEETS-11331 1.

PATENTEDCET. 24, 1905.

W. .A.- BARTLEY. CONTROL OF APPARATUS GOVERNING THE PASSAGE 0F CARSALONG RAILWAYS.

APPLIOA'II 0N FILED FEBL24,1905.

3 SHEETS-SHEET 2.

b kk

PATENTED 00124, 190. 'W. A. BARTLEY, CONTROL OF APPARATUS GOVERNING THEPASSAGE 0F GARE ALONG RAILWAYS.

APPLICATION FILED FEB. 2-1, 1905.

3 SHEETS-SHEET 3.

UNIT D, s ATns PATENT OFFICE.

WILLI'A1\I A. BARTLEY, oF-NEw YORK, N ."Y.. .mmoror APPARATUS tovnmmeTHE IPASSAGI'I 0F CARS ALONG RAILWAYS. A

Specification'of Letters Patent.

Application' med-ream 24,1905. Serial N5. 247,094.

To all it may concern:

Be it known that I, WILLIAM A. HARTLEY, a citizen of the United States,residinginthe borough of Manhattan, city, county, and-State of New York,have Invented certain new and useful Improvements in the Control ofApparatus Governing the Passage of. Cars Along a.

Railway-,of which cation.

The invention described hereinrelatesto the following -is a specificertain improvements in the control of automatically-operatingtrain-stops, and more particularly to .,su ch automatically-acting trainstops as are used in conjuction with the brake or power systems of carson steam or electric railways, and has for its object such arrangementsof electrical circuits as will insure the operation of the train-stopscontrolled by such circuits at certain times,

The automatic train-stop to the I control: of

which my invention relates consists, gener- Elli/"speaking, of adevice," usually termed a trip, actuated byv electric or fluid pressureor any othersuitable power and placed alongside'of the railway, the saidtrip being adapted to engagmunder certain conditions hereinafterdescribed, with an armor lever depend ing from a passing car and by suchengage- ,mentto apply the brakes or otherwise stop the passing car. Thetrip'may occupy eitherone of, two positions whicb 'we may call,respectively, the operative position and the.

" inoperative position. 'When the trip is in the operative position, itwil'l 'engage'with the aforementioned arm of. a passing car, andthereby-stop the car; but when it is in the inoperative position it isentirely, cle'ar=o f any rt of the passing car and will not; stop it.

5n railways where" automatic train-stops are 1sed'it is customary toequip all the cars-of Y --a train with depending arms or levers adapted1:'-to:'engage with-'a trip when said trip is. in the operative positionand the train is passing it,

- to shut off the motive power therefromorto' perform both operations. iOrdinarily 'thesel' stops are used in conjunction with-a blocksignalsystem and are placed adjacent to their respective signals and are socon-trolled that their trips move into the operativej position at thesame time that their respectives'ignals r r 'ofcurre end of thejblqckesect on and, a relay deylce:

assume the danger positionfrg- -1t is. an object of my inventionPatented oat; 24,1965.

trol the movement of a trip' that it will not move 'lHiEO the'operativeposition until the whole train has passed-it, although the signal withwhich'it works in conjuction may have moved to thedanger position assoon as the first car-of the train has entered the section 0f track.governed by said signal.

It is a further object of my invention to in sure the trip assuming theoperative positionas soon as the entire train'has. passed it and,further, that'the trip shall again assume its inoperative position assoon asthe signal with which it"works in conjunction .r eturn s to theclear position for 'asec ndtra-in to-enter the section. These ob ects IaccomPlishby-the use of my'circuitsirrespective of; the length of thetrain.

In order to. describe the. various-arrange:

ments of circuits embodied in my invention and theirniode of operation,I have shown-5,;

' five diag ammatic views Figures 1, f 2, 3,-1.4,

and 5.

, In Figs. ,1, 2,1 awe 4, which Show mythcuits as applied to steam or.lectricrailways,

parts having like functions are designated by like reference characters!1 Fig. 5 showsmysystem as-applied 'toelectric railwaysin which one orboth-trackrails are used as a return for the propulsion-current.

T designatesa portionof railway track I which is diV idedintO sectionsAB BC CD,

620., which are known as block-sections.

Each of these sections" is separated fromits adjacentsections by meansof insulation 2 2 2 &c. V asdnFigs. 1, 2, 3, and 4,'or onlyone of thetrack-railsmayiibedivided, as in'Fig. 5. In

Fig. 5 provision may be made for using one -"or both. of thetrack-rails-for the return-of.

the propulsion-current. used for the motor- Both trackerails may be sodivided,"

cars traveling along the railway. .Th'ere may be any number of theabove-mentioned block- 'IOO sections and .-they may be'of any length; Atthe entrance end of each blocksection is along the railway. This controlis effected in flocated a railway-signal'of any suitable type anddesignated 1v 1 l 1", &c. ;The operation "of the signals in the presentcase is automatic I and is controlled bythe passage of a trainwith atrack-circuitwhich, as is well-known,

comprisis a' battery or other suitable source t-supply connected-to therails atone IIO connected to the rails at the other end of theblock-section, the said relay being supplied with current from the saidsource through i the track-rails of the block-section.

In Figs. 1, 2, 3,. and a the source of current-supply is in the form ofa battery sup plying direct current and the relay is of a type adaptedto respond in the movement oi" its armature to the presence or absenceof such current in its coils, the coils being conply or motive power forthe operating mechanism of the said signal. These local circuits, whichare designated by thesame characters in Figs. 1 and 2, maybe tracedtherein as fol- 5 lows: Beginning at local battery 8 the current flowsthrough contactspring 5 of relay, wire 7, signal 1, and commonreturn-wire 9 back to battery.

Any desired arrangement of circuits may 3 be employed for controllingthe operation of the railway-signals in any desired order. In Figs. 1and 2. the simplest possible arrangement of track-circuit and localcircuit is shown In Figs. and a two different systerns of overlap-blocksections are shown, in-

volving the use of somewhat more complicated but fundamentally similararrangements of signal-controlling circuits. There is a great variety ofsignal-controlling circuits used in 4 connection with overlap-blocks,and i do not limit myself to the use of any specific type of suchcircuits, as they do not form a part of my invent-ion. In Fig. 5 thesignal-controlling circuitand the track-circuit are not shown, the relayof Fig. 5 being used exclusively for the control of my circuits.

1O 10 10310, &c., designate train-stops which are controlled by thecircuits embodied in my invention. One of these. train-stops 5 islocated at the entrance end of each blocksection, though, if desired,they may be located at any convenient points adjacent'the railway. Eachstop comprises a trip 11 11*, &c., which in itsoperative positionengages wigh an arm (not shown) carried by a car an controlling thebrake or power system, or both, of the car and a suitable form of motorfor moving the trip fromits operative position and maintaining it in itsinoperative position against the action of gravity or a spring whichisemployed to move it from its inoperative position to its operativeposition.

If desired, the motor may be employed to move the trip positively to itsoperative po- 5 sition as well as to its inoperative position.

,i. do not limit myself to the use of any spcy cilic type of train-stopso long as it is sus ceptible oielectrical control. Each step is,furthermore, adapted to operate a circuit-controller l3. V/ hen the tripis brought into the inoperative position, the circuit-controller isoperated to close a circuit, (the retainingcircuit).

When the trip is-moved to its operative position,the circuit-controlleris operated to open this'circuit. The use of this contact 13, whichforms an important feature of my invention, I will presently describe.For convenience in illustrationthe said circuit;controller isshown as afinger operated directly from a moving part of the stop mechanism; butthe said device need not necessarily take the form. i

Each trip'in my invention is controlled as to its inoperative positionby two circuits, and when both or-either of these two circuits areclosed the trip will thereby be held in the inoperative position; but itboth of these said circuits should be open at the same time the tripyill move by gravity or other applied force intothe operative position.These two circuits I call, respectively, the main circuit and theretaining-circu it. The main circuit is purely local to the stop whichit controls and comprises the local battery or other equivalent sourceof electrical energy, a contact made by the track-relay in ii ig. 1, ora ciremit-controlleractuated from in vernent of the signal or signalmechanism, as in Figs. 2, 3. 4., and 5, the electromagnetic or othercontrolling device of the trip and wires connect ing the above elementsin any suitable order to one another. The retaining-circuit of any tripin Figs. .1, 2, 3, and e) starts from the local battery or equivalentsource at a preceding signal, thence through a relay-contact at the saidpreceding signal, as in Fig. 1, 01' through a circuit-controlleroperated from said preceding signal, as in Figs. 2, 3, and 4.,

thence by a line-wire to the said stop, where it goes through thecontact 13 13, 850., hereinbeiore referred to, which closed, as abovestated, by the movement of the said trip tc the inoperative position,thence through the controlling device of the said trip, and thence TOQback again by a common return-wire to the other pole of the battery fromwhich it started at the preceding signal. This method of control througha retaining-circuit originating from a precedingsignal stationconstitutes an essential part oi my invention, as shown in ,l rigs. 1,

and 4. The retaining-circuit which I show in fig. 5v differs, however,

from that shown in Figs. 1, 2, 3, and 1 in that it derives its energyfrom a source located at or near the trip controlled by saidretaining-circuit and not from a source located at the preceding signal.

Having now described broadly the relative positions and functions of thevarious elements 'tion from the twoadjoining ones, v The dir'ecsoae'rein myinvention, Twillfnioreparv ticularly-describe the exactoperation army eircuits-and thetripstheycontrol. I k

"R ferring to Fig. 1,I have here shown a- 'liolftion of raiIivay track Tdivided into three qcomplete block-sections AB, BC, andCD, withthe-"i'risulationz, 2, &c., separating each sec-v 1 tion' of traffic onthe railway T is from A to D; There may of course be other block-see.

; tions p-receding A and succeeding-D which 'are not shown. The entranceof trains to see:

tion AB is governed by a signal 1, which" shown-in the clear position,therebyindicat:

ing that the section AB is clear of trains and that a trainapproachingsignal 1 may enter the. block. In like manner signal lgoverns the'block BC, and this signal is shown in the. danger position,indicating that the block BC is occupied by a car'or train of cars.

train is shown at E, and it will be seen that This ' part ofsaid-'trainoccupiesthe block (JD,

core of said may, and the two contact springs signal 1 is in the clearposition.-

thereby holding the signal 1" in the danger position. The signal 1governs the block DE,

part only of which bloc'k'is shown,.and this E having completelypassedout of section 'AB,,the track relay 4: is energized by current whichflows from its track-battery 3 through 30 the rails of thehlock'AB andthe coils of the said relay 4:. Oonsequentlythe armature of said-relaywill 'beattracted by the magneton fingers 5' and 25,-Which are; carriedby the said armature, will respectively make contact with the wires -7and I 17, thereby completing the local circuit of the. signal 1 and themain circuitpf the stop 10. It will'be seen. that the said contactspringsj 5' and 25 areboth electrically connected-to one pole of 1 thebat-. .tery 8', and under certainconditions, nowto be described, currentwill flow from the bat- 'tery through these contactsprings. Taking,first the signal-circuit, we see that current will now flow from onepole-of the battery 8,

.taining it in that position so long as the relay 4 continues tobeenergized, and the contactspring5 isthereby held in the positionshown.

The main stop-circuit, which islikewise held vclosed by reason of theenergized condition of the'track-relay, may be traced as follows:

Starting from one poleof the batte'ry '8 current flowsthroughcontact-spring' 25,-wire l7 Wire 15, controlling deviceiof stop10, wire 14a, and "wire9 back togthe other pole of battery 8.

The completion of this circuit will have the effect of energizing thestop 10 andwill thereby hold the trip-11in theinopera'tive positionItwillbeseen,"therefore, that in thesystem 'I'am' now describing thetrip 11 is heldin the inoperative position so long as the; block-sec;

The train thg fact. that the signal IHvas in-the clear .po-l

tion A B is clearoftrains andfthesignal-relay- 4 is thereby energized!Ti Referrlng now to block-section it section, and the. current fromthe-track-bati tery 3 has therefore two pathsthroughyvhich.

to flew, one'ibeing through the relay 4.. and the other'through' thewheels and axles of the car or-cars that are on the said. section-BG'.Under these conditions the currentchooses be seeni'that apart of thetrain E is on this the path through the Wheelsand axles ate r35:

said, that being-the path of least resistance,

andthe relay 4 being thus deprived of en-. 7

ergy drops its armature, thereby breaking the contact between 5 and 7and that between 25. and 17 at tlie same time making theoo ng tact at gbetween 25 and 18, and "thereby! to which circuit we will again .refen.The

sign'alcontrolling circuit isopened, and the signal. moves to dangen? inithe'nsual. man-. ner, Furthermore, thecontact between 25*- and 17 beingbroken, the maincii'cuitthrough 9.

the stop 10 is likewise opened, and the stop.

"completing-the retaining-circuit of" s top-'10 contact between 5* and 7bei'ng br'okenf, thesis) or its controlling device beingthusfldeenerg."

tion, as shown;

Referring nowto block-section CDQIthere show'its track-relay 4deenergiz'ed,xowingto" the presence of: partvof the train E on the saidblock-section com the same manner that the track relay' 4: of section-BGis deenergized, by a part of the sametrain E as already de scribed. Therelaytbeing thus deen' rgi'zed, the contact between '51and Wis-bro en,and

.the controlling mechanism'of signal 1 being thereby deprived-10felectric energy the-said signal 1*"moves'jt'o the danger position, as-.1 5

shown. Furthermore, the contact between 25? 'and17' is" in like mannerbroken, and the main.

stop-circuit; through 1-7 is opened. Now if 'gized thejtrip moves intothe operativeposie too the stop were wholly dependent on its maincircuit for energi'zationf it'would now bad energized, and the trip 11?would move to the-=1 operative position and apply thebrakesflorotherwisestop'ithe passing train E in spite of si on whenthetrain began toehter the block;

0 We have seen, -howev ei ,-that when relay t? at B;wa's .deenergized acontact was.-

made at g? between the relay contact-spring 25 and. the wire 18, andthis 'co ntact'forms;

part of what I call the retaining-circuit'of' the stop 10", which islocated at (J. This re? taining-circuitmay'be traced as follows: Start-.

ing fromone-pole ofl'local battery Bf at B, the

current flows through contactspring 25, wire 18,circuit-controller: l3,wirell6i, wire 15?, .5" 9, wire 19", common return-wire 20, andwire'controlling deviceof. stop 10", wire 14, wire} 19 backto theotherpole ofbattery 8'1. This retaining-circuit energizes stop 10 with cur 7 rentderived from..battery 8 and holds the-- tripl'lfintheinoperativeposition, so thatit has passedoti the block-section BC, butis 'still on section CD, is identical with that dishas entirely passedthe said trip,

riving current either through its main circuit or its retaining-circuit,and the trip will consequently assume its operative position behind thetrain E and will maintain that position until the train E passescompletely off section CD. As soon as the train has passed Dfi'itllbsection CD the relay 4Q becomes energized once more and completes themain circuit of stop 10" through tne contact-point Thecondition ofa'd'airs at C after the train played in the diagram at B that is to say,

a the relay at the entrance of the preceding.

block will be energized, as explained above, and the retaining-circuitthrough 1O broken,

thereby causing the trip 11" to assume the operative position. As soonas the trip 11 moves to the operative position the contact of thecircult-controller 13" will be broken, and even if another train shouldnow enterthe block BC, and thereby cause the relay r to make the contactbetween 25 and 18, the retaining-circult of stop 10 will not becomplete, because it has been broken at 13. The. trip 11", hav ing goneto the operative position behind the train E, which we are now supposingto have entirely passed into section CD, will remain in that positionuntil the train has passed outof block CD, thereby allowing the armatureof relay 4." to complete the main circuit of stop 10" by making acontact between 25 and 17". As soon as this main circuit is againcompleted the trip 11 will once more assume the inoperative position,thereby closing the contact of circuit-controller 13" in readiness for afollowing. train to enter block BC and by deenergizing relay 4* completethe retaining-circuit, of which 13 formsa part, by closing the contactbetween 25 and 18. From the foregoing description it will be seen thatwhen any given block-section is clear of trains its governing-signalwill be in the clear position and the trip which is placed in proximityto said signal will be in the inoperative position' and thecircuit-controller which is controlled by the movements of said tripwill be closed. As soon as a train enters the block immediatelypreceding the said block the contact g or g of relay belonging to saidpreceding block will be closed, and the fig-nit of the stop belonging tothe block will be closed and will remain closed until the train and thesaid retaining-cirtrip will then assumethe operative position and willremain in that position until the train has entirely passed oil thebloclnand thus the train while traversing the block will have its rearprotected from any followingtrain so long as it remains in'the block,and, further-- more, when the train has 'completely' passedf out of theblock the stop Which is located at the entrance to that bloc-k willagain assume the inoperative position, and thereby allow a second trainto enter the block.

In Fig. 2 I have shown an arrangement of.

circuits which is substantially the same as that of Fig. 1, except thatin place of employing the contacts of track-relays to make and'break themain and retaining circuits of the trainstops I use circuit-controllersf f, &c., and g g, &c., which are operated from some moving part oftheir respective signals or signal mechanisms. Thus the mainstop-circuit of 10? at 'D, forexample, starts from battery 8 andcontinues through wire 6, contact f which has been closed by themovement of sig nal 1 to the clear position, thence through wire 17,back to the other pole of the battery 8, from, which it started. Theretaining-circuit of the same stop starts from battery 8 at (l and con-.tinues through wire 26, contact g", which is closed bythe movement ofthe signal 1" to the danger position, thence through wire 18 to contact13 145', Wire 9",.wire 19", common wire 20, and wire 19l back to theother pole of the battery 8", from which it started.

In Figs. 1 and 2 like reference characters designate like parts of myapparatus, with the exception, above stated, that'in Fig. 2

circuit-controllers operated from, the signals are used in place of therelay-contacts which I use in Fig. 1. The operation of the circuits isotherwise identical in the two cases.

Fig. 3 shows my circuits as applied to automatic stops working inconjunction with a block-signal system where overlap-sections are used,the overlaps inthis case being of a wire 15, stop 10", wire 145, andwire 9.

at D, wire 16, wire 15", wire ITO length less thanthe distance betweentwo ad jacent signals. BY the term overlap 1 mean that part of ablock-section contioll hg a given signal which extends beyond the signalin advance'of that one which the said block-section controls. Forexample, that part of the track which extends from the sig-. nal 1 tothe point a: between signals 1 and b is the overlap of the block-sectionAB, and

as far as the control of signal 1 is concerned it forms a part of thesection controlling said a train passing signal 1 will move that signalto the danger position in the manner above explained in describing Fig.1, and the signal having thus-moved to the danger position will stay inthat position signalthat is to say,

until the train has passed the limits of the overlap-section. In otherwords, the signal 1 will not move to the clear position until the trainhas passed the point .2. 'It is to be uneoaeve train has passed thepoint In like manner, when the signal l has moved to the danger positionit Will stay 11] that position until the derstood, of course, that whenany part of a u train is on an overlap-section it will cause both thesignal immediately behind it and the signal to which the-overlap belongsto assume the danger position; As regards the operation' of my systemitwillbe seen that part of the train E is standing on the sectionCD,thereby holding the signal 1" in the danger position, and thecircuit-controller f operatcd trom said signal, is open.

Consequently the main controlling-circuit of stop is open at f. Now whenthe train passed the pre ceding signal 1 it in like manner caused it tomove to the danger position. thereby opening the circuit-controllerf andclosing the circuit-controller g. As soon as g" was thus closed currentbegan to flow from'battery 8 .at signall, through wire 26, contact 9,wire 18", circuit-controller 13 on stop 10, wire 16,

the overlap-section O ..'.Wire 15 controlling mechanism of stop 10",Wire 14:, Wire 9 wire 19",con1mon return-wire 20, and wire 19, to theother pole of battery 8, from which it started. Thisretaining-circuitwill maintain the stop 10 in an energized con dition, thereby holdingthe trip 11 in its inop-' erative position until the train passes out ofWhen the train has passed out of saidoverlap-section-signal 1 will againassume the clear position, thereby opening the contact 9, andthusbreaking the retaining-circuit'of stop 10, which will then cause itstrip 11 to assume its operative position, and the said trip will stay inthat position until the train has passed out of the next succeedingoverlap-section.

Referring now-to signall it will be seen that it stands in the dangerposition, owing v to the presence of the train in its overlap-section,and that the'contact f is thereby held open. Consequently the stop 1Odoes not derive any current fromitsmain circuit, of which the contact fforms a part.

its retaining circuit either, and is consequently .of theoverlap-section C", thereby allowing 'bysuch movement to .closethe main.circuit.

deenergized, thereby allowing its trip 11 to assume its; operativeposition, and thesaid' trip 11 will remain in its operative positionuntil the train E has completely passed out signal 1 to-move to theclear position and of stop 10* through the contact f In Fig. 4 I show mycircuits as appliedto another system of overlap-blocks. In this systemeach overlap is'of a length equal toa. I block-section. Consequentlyeachjsig'nal is r controlled by two complete blocks. Thus sig- Further---more, the retaining-circuit of 10 is also open at the contact 5},operated from signal 1, "which is in the clear position. The stop 10therefore. does .not derive any current from nal 1 is controlled by atrain so long as any part of 1t 1s between A and C, signal 1 iscontrolled bya train anywhere between the points B and D, and so on. Themain cir-' cuits controlling stops are similar to those alreadydescribed. The retaining-circuits, however; are controlled not from thenext preceding signal, as 111 Figs. 1, 2, and 3, but from y the secondpreceding signal, thus allowing the stop to return to the operativeposition immediately behind a passing train instead of Wait-' ing untilthe train has passed-out of the overlap-section of the last precedingsignal, as, in Fig. 3. The stop is held clear, however, while a train ispassing it through the medium of the retaining-circuit in the samemanner. as that already described in connection with Figs. 1, 2, and 3.V i

In Fig. 5 1 show a circuit adapted for use on electric railways, inwhich I use the propulsion-current for energizing the stop-relay. Thissystem is substantially the same as that already described in Figs. 2,3, and 4, except that the retaining-circuit derives its energy trip inthe inoperative position and clear of the passing'train, "In thethirdview, G, the

train is shown as having entirely passed the stop, and the1etaining--circuitis now open and the stop is in the operative position.we

As hereinbefore stated, Fig.5 shows how 1 apply the circuits embodied inmy invention to an electric railway, and-I ha e-ciaosen for myillustrationa railway where whatis known as a.third railis used as meansfor con-' veying electric power for propelling the cars and where onetrack-rail is used as a returnconductor for the propulsion-current intheusual manner, while the other track-rail is divided by insulation 2into block-sections'ior "the automatic control of block-signals; As

in the-preceding figures, l designates a railthe block-sectionT, Qbeingthe insulation which separates the block T from the preced- In the firstview, A, I have shown the In the I -taining-circuit is closed, therebyholding the way-signal controlling the entrance of cars to 4 ingjbloclisectionsL. 3-designates the time raiL'from lwhich. the car'straveling onthe rail-' way. derive i -Qf; sa s.- i I p I withcontaet shoes' t and 4,oneormore pairs heirelectrical energy. .E is a 'ro v ided in the usualmanner.

em ichyare carried by eachcar. 5 desig- I ny: adapted to has -ra ed bypelling the cars and havingbne pole electric.-

i be traced as follows: from battery to the required value. The numerals8,10,

1%, 15, 16, 17, 18, 19, and 20 are wires or from the track that thecontact-shoes ot' a with the third or powerrail. Furthermore, the rail 9is of suilicient length to insure each consequently as long as any caris passing the short rail 9 there will always be current called the maincircuit of the stop 10.

rent of the same nature as that used for prol ally co nnected'to theshort rail 9 by the wire or conductor 6 and the other pole electricallyconnected to the return-rail 19. A resistance 2' may be inserted in thecircuit of the coils ofsaid relay to cut down the current in saidcircuit 11, 1'2, and '13 have the same significance as in the precedingfigures of this specification.

conductors l'o'rming parts ofthe circuits now to; ,be described. Theaforementioned short rail 9 is located-close to the track on thesideremote from the third rail at su ch a distance passing car or carswill make contact with it 1n the samemannerthat the contact-shoesonthe'other side ot'the car or cars make contact successive shoe ot' apassing car making contact with it bet'orethe preceding shoe has passedofl' it. Thus there will always be at least one contact-shoe ot' apassing train which willmake contact with the short rail 9, and

flowing from the third rail 3 through contactshoe 4 to contact-shoe iand thence through the relay back to the return-rail 19.- Suppose, now,a train E to be approaching signal 1 and to beinaking contact, as shownat A, between the third rail 3 and the shoe 4, on one sidegand betweenthe shoe r and the rail 9 on the other side. The signal 1 being intheclear position, the contact f is closed and current is flowing from onepole of battery 8, through contact f, wire 17, wire 15, stop 10, wire14:, back to the other pole of battery 8. The stop 10 is thus energizedand the trip 11- is held in its inoperative position. This maygloe l *ehave seen that contact is now established between the shoe 4* and therail '9. Consequently current flows from the third 'or power rail 3,through contactshoe 4, shoe't rail 9, wire 6, relay 5, resistance'r,wire 7, to returnrail 19, thereby energizing the relay 5 and closing thecontact at g. Current now flows through the stop-retaining circuit,which may 8, through wire 20, armature of relay 5, contact 9, wire 18-,contactl wire 1.6,wire l5, stop l0,'wire 14:, back to battery 8. Thisretaining-circuit, V as in the cases previously described; issulfifoient to energize the stop 10 independently of the main circuit,and. it will continue toso energize the stop so long as a contact-shoeof any car of the passing train is still making contact with the rail 9.At B, 1 show the same train when .it has partly entered theblock-section governed by signal 1, the said signal having there 'y beenmoved to the danwhich the stop is provided aces-7s ger position in theusual manner. it will be ,5

seen that the main circuit is now broken at the contact f in the manneralready described in'ret'erence to Figs. 2, 3, and a, and the stop isnow held in the inoperative position by the retaining-circuit. At C, Ishow the train as having passed entirely into the blockT, thus breakingthe 'CODlZlDUltY of the electrical circuit from rail 3 to rail 9, andthereby deen .ergizing the relay 5. The relay 5 being thus de'energizedallows its armature to drop, thus breaking the' retaining-circuit at thecontactpoint g, and thereby deenergizing the stop 10 and allowing thetrip 11 to assume theoperative position. The contact 13 is opened by themovement of the trip 11 to the operative position, and thus theretaining-circuit is pre vented from being reestablished bytlie presence of a second train until the first train has passed out o'fthe blockT, the'signal 1 to reassume the'clear position and by closing thecontact f to reestablish the main circuit. When the main circuit hasthus restored the trip to its. inoperative position, the contact 13 willthereby be closed again in readiness for the-next succeeding train toestablish the retaining-circuit What I claim as my invention is- 1.- Thecombination with a series of blocksections of a railway,vot' anautomatically-operating train-stop comprising a trip for eachblock-section, and two circuits for each trainstop eitherot which whenclosed prevents the trip't'rom being moved to itsoperative position, oneof said circuits beingopened by the passage of a train into theblock-section for which the stop is provided and the other or" whichcircuits is closed through the action of the train in a precedingblock-section.

2., The combination with a series of block-. sections of a railway, ofan automatically-op crating stop comprising a trip for each blocksection, two circuitsJt'or each train-stop, either of which when closedprevents the trip being moved to its operative, position, one of saidcircuitsbeing opened'by the passage of a train into the block-sectionfor whichj'the stop is provided and the other of which is closed.through the action ofvthe train in the preceding'block-section, and acircuit-controller in the circuit closed through the action of the trainin a precedingblock-section, which when actuated by a moving part of thestop when the trip moves to its operative position opens the saidcircuit in which it isincluded.

3. The combination with a series of blocksections of a'railway, of anautomaticallyopcrating train-stop comprising atrip for eachblock-section, and two circuits for each trainstcp either of which whenclosed prevents the trip from being moved to its operatiye position, oneof said circuits hei'ngopened by the passage of a train into theblock-section for and the other of thereby allowi 2O cuits either ofwhich which circuits is closed through the action of the train in apreceding block-section, and opened by the operationof the stop in themovement of the trip to its operative posi- 5 tion.

4. The combination with an automaticallyoperating train-stop, comprisinga trip and located at a point along a railway, of two circuits either ofwhich when closed prevents the I trip from being moved to its operativeposition, one of said circuits being closed before point at which thestop the train reaches the is located, the-other of which is opened whengft tl'fiin passes the point of location of the stop and the first ofwhich is also opened after the 7 train passes the point of location ofthe stop.

The combination with an automatically-- operating train-stop, comprisinga .trip and located at a point along a railway, of two cirwhen closedprevents the trip from being moved to itsoperative position, one of saidcircuits being closed before the train reaches the point at which thestop I is located; the other of which is opened whenv 5 a train passesthe pointof location of the stop and the first of which is also openedafter the train passes th point of location of the stop, by theoperation of the stop in the movement of the trip to its operativeposition.

6. The combination with two block-sections:

ofa railway, each of which is provided with a track-circuihof anautomatically-operating train-stop located-at the entrance-end of the.second block-section, and two circuits for said train-stop either ofwhich when closed prevents theoperation of the train stop to move thetrip to its operative position, 'one of said circuits being closed bythe'ac'tion of atrain in its passage-through the preceding block 4section and opened by the passage of the train out of the precedingblock-section and by the operation of the stop to move the trip to itsoperative position. i v

7., The'combination with two block-sections of a railway, each of whichis Provided with a track-circuit, of an automatically-operatingtrain-stop located at the entrance end of the second block-section, andtwo circuits for said train-stop either of which when closed'preventsthe operation of the train-stop to move the trip to its'operativeposition, one of said circuits being closed by the action of a train inits passage through the preceding blocksection and opened by the out ofsaid preceding block-section.

passage of the traj p 8. The combination with anauto'maticallycurrent,two circuits either of \vhichwhen closed prevents the tripfroin beingmoved to its operative position, one of said circuits being closedthrough the energizationof said relay device before the train reachesthe point at which the stop is located, the other of which is openedwhen a train passes thepoint of location of the stop and the first ofwhich is also opened after the scribing witnesses. WU LIAM A,'BARTLEY.

Witnesses:

- A. HERMAN W-EGNER,

JOH G. Hounri train passes the point of' location-of the stop. v Y Intestimony whereof I have signed 'my, name to this specification inthepresence of two sub-'

